Variable auxiliary exhaust means



Oct. 17, 1939. F. A. GOODFELLOW VARIABLE AUXILIARY EXHAUST MEANS Filed Dec. 8, 1938 INVENTOR; Frank H. owfellow,

ATTORNEYS.

Patented Oct. 17, 1939 UNITED STATES PATENT OFFICE 10 Claims.

This invention has general reference to combined exhaust and draft regulating means for power units and, more particularly, auxiliary means adapted for application to combined steam 5 generator and power producing engines including conventional draft inducing and entraining means.

Heretofore the variable exhaust nozzles of locomotives have been located in the smoke box and usually operated by lever mechanism connecting into the cab. Under such conditions the change in nozzle areas has generally been effected by variably matching ports with annular sliding surfaces, which has proven unsatisfactory due to 1 the accumulation of smu in the locomotive front end lodging between the rotating surfaces, and the difficulties incidental to operation in the intense heat and corrosive gases which normally fill said end.

205 The primary object of this invention is to. provide a novel means and method whereby the advantages of a variable exhaust nozzle of the above noted character are attained, by the employment of a simple device located outside the locomotive front end or the like, and which is operatively controlled by a distant, convenientlyaccessible valve or cook.

Another object is the provision of a variable exhaust auxiliary-means for railroad steam locomotives by the aid of which the engine crew is enabled to either increase or decrease the effective area of the passage for the exhaust steam at any speed at which the locomotive may be I operating.

A further object is to provide a novel means whereby the engine crew on a steam locomotive may decrease back pressure and thereby increase the indicated horse-power at high speeds; and,

p when said means is operated at the lower operat- 40 ing speeds to reduce the exhaust steam effective area and thereby increase the draft in the locomotive front end; in addition to assisting in cleaning the front end netting and clogged flues, as well as concurrently agitating the fuel bed 45 in the fire box.

A still further object is the provision of novel variable auxiliary exhaust means of the indicated type whereby a saving in fuel consumption is contemplated due to the effective regulation of 59 the front end drafts, and cylinder back-pressures, when a steam locomotive is equipped therewith 'and also while it is in motion.

Another object is the provision of a novel means ofthe typified character effective to set up a 55 barrierbetween possible vacuum in the front end smoke box of a locomotive and the outside atmosphere, in the event the steam discharged by the exhaust nozzle is insufficient to fill the inside of the locomotive stack.

A further object is the provision of a variable 5 auxiliary exhaust means which is adapted to function as a smoke lifter in restricted districts, as well as operative to effectively prevent trailing smoke.

Other objects and ancillary advantages will be m referred to in, or become apparent from, the following description of the typical embodiment of this invention, illustrated by the accompanying sheet of drawings, While the concluding claims more specifically express the features of novelty.

In the drawing:

Fig. I is a fragmentary front elevation of a steam-driven locomotive embodying the present improvements, with a portion of the smoke box stack in vertical section.

Fig. II is a side elevation of the same, with a portion broken out and in section to better illustrate otherwise hidden structure.

Fig. III is a sectional view through one of the valves by which part of the locomotive exhaust steam is by-passed to the smoke stack outlet and the operation of this invention is governed.

Fig. IV is a fragmentary plan view of the top of the smoke stack.

Fig. V is a part plan View and part section of a detail hereinafter fully explained; and,

Fig. VI is a fragmentary sectional view of a portion of Fig. III, but illustrating a modification thereof.

In all the views, corresponding reference characters are applied to like parts.

Referring first to Figs. I and II, the front end of a locomotive body is comprehensively designated I, the same including a smoke-box 2, smoke stack 3, lift pipe 4, exhaust-nozzle 5, table plate 6, baflle I, spark arrester 8, front plate and door 9, cylinders i0, and valve chambers and ports ll, II, respectively, all more or less conformable with known practice.

In accordance with this invention, the valve boxes I l at each side of the locomotive and in the region of the exhaust ports H are suitably apertured for attachment of pipes E 2 with merging extensions 53 engaged in the fork-branches M of a special valve l5, shown to best advantage in Fig. III. Each valve 15, in addition to the branches [4 embodies an opposing branch l6 as well as an angularly-related cylindrical portion l'l fitted with a plunger l8, said cylindrical portion being closed-in at the'outer end by a head 55 steam from the pipes whitewashing the smoke emitted at the l9 with a central aperture 20 for attachment of a suitable pressure connection 21, such as an air line 21 connecting from the main air reservoir.

Fitted to each valve branch It, as by a screwthreaded nut-collar I6, is one end of a coupling 28 adapted to house an orifice device 29, as well as affording connection for a pipe 22, the other end whereof is appropriately attached to a. coupler 23 communicating into a recess or port 24, formed around the outlet portion of the smoke box stack 3. The branch l6 also contains a suitable checkvalve 30, the purpose whereof will be later on set forth. The smoke stack 3 is preferably, al though not essentially, a specially designed casting including means defining an annular recess or port 24 with circumferentially spaced narrow bridges 25 and diametrically-opposed pocket portions 26 for attachment of the couplers 23 and es 22. ionveniently the pressure connection 2I- is conducted through the locomotive cab, not shown, wherein it is provided with a suitable control cock 21, Figs. II and V, easy of access for the locomotive crew. The control cock 2'! 1s, preferably, provided with an indicator dial and a bleed 32 so that, when in closed position any pressure medium in the pipes 2| tending to hold the plunger I8 seated vents, so that said plunger may be raised by the pressure of the exhaust l3 on its way to the stack or ort 24. I fi addition to the foregoing, the respective pipes 22 are each conveniently, although not essentially, fitted with a T 33 having a conduit line 34, under control of a globe valve (not shown) in the locomotive cab, that is in direct communication with the steam zone of the locomotive boiler. By this provision it will be apparent that when desirable, as in smoke restricted districts, live steam can be delivered to the stack port 24 to serve as a smoke lifter. Or, when the locomotive is standing, and the fire being bu1lt-up preparatory to a run, thet discharge nse arx s assis in at said port will, at lea Stack. Having outlined the structural features of this invention and assuming the openings from the exhaust ports into the pipes 12 have an area of 3.14 square inches, and the area of the e ector nozzle 5 about 38 square inches, with the bypassed exhaust steam flowing through at least two of the four outlet pipes l2 from said exhaust ports, the combined area would be practically equal to a 45 square inch area exhaust nozzle of conventional usage. This being due to less resistance through the pipes 42, i3 and M and thereby discharging a portion of the exhaust steam direct to the atmosphere by way of the annular stack-recess or port 24. Should it be found the combined area of the auxiliary discharge 24 is too large, it can readily be reduced to any desirable area by inserting the desirable orifice device 29 in the unions 28 above the operating valves l5.

,when the exhaust nozzle discharge does not fully fill the stack 3. In other words, an important feature of this invention is the fact that, by its installation as shown and described, the locomotive crew is, by simple manipulations of the gcontrol cock 2?, enabled to regulate the smoke box drafts and cylinder back-pressure, while the locomotive is in motion.

In some instances the valves [5, as understandable from Fig. VI, may be spring loaded for automatic operation, by substituting a head IQ, for the portion ll, said head having an adjusterscrew 35, operatively coacting with a plate 36 for varying the pressure of a control spring 31 intermediate the head of the plunger 18, and said plate 36. Or the plunger H, H may be otherwise operatively controlled for automatic actuation as best suited to difiering locomotive service conditions.

In general practice, main air reservoir pressure will be used to operate the valves i5 when it is desired to use the smaller area of exhaust 35 alone, and it will be well understood that use of a differential piston, instead of the piston 18, is unnecessary as the exhaust pressure below the valves l5 would at no time exceed the air reservoir pressure. Furthermore, it will be understood thatby using small two-way control valves 21, and as movement of the operating valves i5 does not have to be instantaneous with resultant provision of a small area inlet from said control valve and vent 24 to atmosphere, pounding of the operating valves I5 is effectively prevented. A warning port may also be provided in the control valve 21 todenote when the small area nozzle or stack outlet 24 is in use.

From the foregoing disclosure, it will be apparent that the invention fully justifies all the objects specified in a simple and efficient manner, and While one practical embodiment has been particularly described, it is to be expressly understood that changes and variations in adapting said invention to different types of locomotives, or for other service conditions, are hereby contemplated.

Having thus described my invention, I claim:

1. In a steam locomotive having an exhaust nozzle of predetermined area for discharge of steam from the cylinder valve boxes through the smoke stack, the combination of means for increasing or decreasing the effective area of such discharge, said means comprising by-pass conduits from the valve box exhausts at each side of the locomotive, each conduit communicating into means defining an annular port surrounding the smoke stack top, a combination lift-andplunger valve in each by-pass conduit, and means with a suitable control in the locomotive cab whereby said normally-closed valves are concurrently movable.

2. In a steam locomotive the combination of a variable auxiliary-exhaust means comprising forked conduits at each side of the locomotive front end affording by-pass connection from the cylinder valve box exhaust, means defining an,

annular port surrounding the smoke stack top, a connection from sad annunlar port to the respective forked conduits, a combined plungerand-lift valve device interposed. in each lay-pass connection, a conduit connection from a source of fluid pressure to the respective valve. device plunger portions, and a control cock in the locomotive cab whereby said valve devices are operable to increase or decrease the effective area of steam exhaust for the stack.

3. In a steam locomotive the combination of a variable auxiliary-exhaust means comprising.

forked conduits at each side of the locomotive front end affording by-pass connection from the cylinder valve box exhaust, means defining-an annular port exteriorly surrounding the smoke,

stack top, a connection from said annular port to the respective forked conduits, a device including p-lunger-and-lift valve portions interposed in each said by-pass connection, and a conduit connection from a source of fiuid pressure to the respective device plunger valve portions with a control cock, in the locomotive cab, whereby said devices are operable to form an annular pressure fluid barrier between vacuum in the locomotive smoke box and the atmosphere when the locomotive exhaust nozzle discharge does not sufficiently fill the smoke stack.

4. In a steam locomotive the combination of a variable auxiliary-exhaust means comprising forked conduits at each side of the locomotive front end affording by-pass connection from the cylinder valve box exhaust, means defining an annular port surrounding the upper part of the smoke stack top, said port being also in communication with the by-pass connection, a combined plunger-and-lift normally open valve device interposed in each said by-pass connection, a conduit connection from a source of fluid pressure to the respective valve device plunger portions, and a control cock in the locomotive cab whereby said valve devices are operable to discharge excess pressure in the locomotive exhaust ports to the atmosphere by by-passage to the smoke stack annular port aforesaid for preventing trailing smoke while the locomotive is in operation or when drifting.

5. In a steam locomotive the combination of a variable auxiliary-exhaust means comprising forked conduits at each side of the locomotive front end affording by-pass connection from the cylinder valve box exhaust, means defining an annular port about the smoke stack top, said port having individual conduit communication with the respective forked conduits, a combined plunger-and-lift valve device interposed in each said by-pass connection, a conduit connection from a source of fluid pressure to the respective valve device plunger portions, a control cock in the locomotive cab whereby said valve devices are operable, and means whereby live steam from the locomotive boiler may be controllably admitted to the conduits above the valve devices aforesaid to serve as a smoke lifter in smoke restricted districts, as well as to prevent trailing smoke While the locomotive is in operation or when drifting.

6. The combination of claim 5 wherein the means controlling admission of live steam to the exhaust conduits comprise Ts interposed in the latter below the means defining the smoke stack annular port, and pipe connections from said Ts connect into the locomotive boiler steam zone with interposed control valves in the cab.

7. In a steam engine having an associated steam generator with a smoke outlet and an exhaust nozzle receiving exhaust steam from the engine valve boxes for discharge through said generator smoke outlet, the combination of auxiliary means including a jacket with a restricted discharge orifice surrounding the top of the smoke outlet top, and a conduit at each side of the generator smoke box extending from the jacket with normally-open branches connecting into the opposite ends of the respective cylinder valve boxes of the engine.

8. In a steam locomotive having an exhaust nozzle receiving steam from the cylinder exhausts for discharge through the smoke stack, the combination of auxiliary means including a jacket with a restricted discharge orifice exteriorly surrounding the smoke stack top, a conduit at each side of the locomotive front end extending from said jacket with branches connecting into the opposite ends of the respective cylinder valve boxes, combined normally-dosed lift-and-plunger valves at the juncture of each conduit and associated branches respectively, and means for controlling actuation of said valves.

9. In a steam locomotive having an exhaust nozzle receiving steam from the cylinder valve boxes for discharge through the smoke stack, the combination of auxiliary variable exhaust means defining an annular recess exteriorly sur rounding the top of the smoke stack, a forked pipe connecting the individual valve boxes at each side of the locomotive and said stack annular recess, a normally-closed plunger-and-lift device at the fork of said pipe for preventing exhaust steam passing through the pipe to the annular recess, and means for controlling operation of said valve means.

10. The combination of claim 9 wherein the locomotive is equipped with a compressed air pipe line, the valve device includes a plunger member closable by pressure diverted from said air line, and the control means is in the form of a turn cock interposed in a branch pipe leading from the compressed air line to the valve device.

FRANK A. GOODFELLOW. 

